Elevator-governor.



A. M. COYLE.

ELEVATOR GOVERNOR.

APFUCATION man APR.26, 1912.

Patented Feb. 29, 1916.

2 SHIRTS-SHEET I.

INViTOR I ATIQRNEY 92m: spas;

A. M. COYLE.

ELEVATOR GOVERNOR.

APPLICATION FILED APR-26. 1912. v

Patented. Feb. 29, 1916.

2 SHEETS-SHEET 2.

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UNITED STATE PATENT OFFICE.

ANDREW M. GOYLE, OF NEW YORK, N. 1., ASSIGNOR T0 GURNEY ELECTRIC ELEVATOR COMPANY, OF HONESDALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

ELEVATOR-GOVERNOR.

Application filed April 26, 1912.

To all whom it may concern Be it known that I, ANDREW M. COYLE, a citizen of the United States, and a resident of the city, county, and State of New York, have invented certain new and useful Improvements in Elevator-Governors, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

My invention relates to a governor mechanism especially designed for use in conj unction with elevator installations and provided in conjunction with other devices to regulate the speed of the car. More specifically it is arranged to prevent the speed of the car from becoming excessive and to either retard the speed of the car or to actuate-a car safety device if the speed of the car exceeds a predetermined rate.

Referring to the drawings Figure 1 is a diagrammatic representation of an elevator car and certain parts of its hoisting mechanism with my invention shown in conjunction therewith. A common type of an elevator car safety device such as may be used in carrying out my invention is shown in sectional plan view in Fig. 2. Fig. 3 is a simplified wiring diagram which is added to illustrate one of the ways in which one of the advantageous features of the present invention may be utilized. Fig. 1 is a front elevation and Fig. 5 a side elevation of a governor made according to my invention. In Fig. 6 I have shown in side elevation a modified construction of certain parts of the governor mechanism.

Like characters of reference designate corresponding parts in all of the figures.

An elevator car is shown at 10. This is connected with'a hoisting rope or cable 11 which passes up and over a traction sheave 12 at the top of the elevator hatchway and down to a counterweight (not shown) which is also connected with the rope 11. The traction sheave in this case is driven by an electric motor 13.

From the side of the car projects a light leaf spring 14 which is arranged to engage a stop-ball 15 fixed on an endless rope 16 which runs over the governor sheave 17 and under a weighted idle sheave 18 at the bottom of the hatchway, by means of which the governor rope is maintained under desired tension. The spring 14 is of suflicient strength to carry the stop-ball and to cause Specification of Letters Patent.

Patented Feb. 29, 1916.

Serial No. 693,325.

the governor rope to travel with the car under normal conditions, but it is light enough to release the stop ball and allow the car to have a movement relative to the governor rope when the latter is held in the manner which will be described hereinafter.

20 is an auxiliary rope which is affixed to the governor rope at 19, which passes between a pair of pulleys 21 on the car and is Wound around and affixed to a drum 22 which forms a part of the car safety device which is shown in Fig. 2.

In this common form of car safety device the drum is internally threaded to receive right and left hand screws 23 on the outer ends of which are wedges 24. These are so arranged that when the drum is rotated as it will be by the unwinding of the rope 20 when the governor rope is held stationary and the car moves relatively thereto, the screws 23 will be moved apart and the wedges will be forced between the inner ends of pivoted levers 25. This will cause the outer ends of these levers to be forced onto and to clamp the guides 26 over which the car runs, to bring the car to rest.

The foregoing brief description of the construction and operation of the car safety device is deemed sufiicient for the present case as these mechanisms are well known and in common use and form no part of the present invention.

The governor sheave 17 is connected through gearing 30 to drive a vertical sleeve 31 which is rotatably supported in a stationary frame 32 which also supports the sheave 17. The upper end of this sheave terminates in two oppositely disposed pairs of lugs 33 in which are pivoted bell-crank levers 34. The upper or substantially vertical arms of these levers terminate in weights or governor balls 35. Their other arms project under a disk or plate 36 and are in contact therewith. This plate 36 is on the upper end of a rod '37 which extends down through the entire governor mechanism.

It is obvious that when the sleeve 31 is rotated as it will be by the movement of the car, this rotation will give the balls 35 atendency to move apart, and that such movement will raise the rod 37. This tendency is opposed by a weight 38 which is affixed to the rod 37.

'A'bracket 39 which projects from and is a part of the frame 32 supports a weight 40 which loosely surrounds the rod 37 and a part 41 of which projects through the bracket into the path of movement of the upper end of weight 38.

42 is a bell crank lever pivoted to the frame 32 at 43. From its outer end depends a rod 44 which extends down through a part of the bifurcated outer end of a lever 45. The governor rod 37 projects through the other branch of the bifurcated end of lever 45. Nuts 46 cause the lever to move with the rod 37 and provide means for adjusting the position of this lever relative to the rod 37. The end of rod 44 is also threaded to receive adjusting nuts 47 which embrace between them a short tube 48. The position of the tube on the rod may be adjusted by the nuts 47. This construction provides a mechanism for causing the upward movement of rod 37 to be communicated through lever to rod 44 and lever 42 after a certain amount of lost motion. The lower end of bell-crank lever 42 extends down to 49 where it is provided with a shoulder which forms a holding latch over two'extensions 51 of theoppositely disposed weighted locking members on the ends of which are pivoted brake shoes 52.

The opposite sides of the frame 32 are arranged to form fixed abutments 53 within which the parts of the governor rope 16 which lead up to and down from the sheave 17 run with some clearance. Another part of the governor frame is constructed to form a pair of slotlike pockets 54 facing each other. 1

Each of the locking members 50 is loosely pivoted on a pin such as 55. These are pressed into the pockets 54 by means of a compression spring 56 on the ends of which are collars 57 from which project lugs which surround the pins 55.

Each of the brake-shoes is grooved to lit the rope 16 and they are held with their grooved faces in vertical position so that they do not touch the rope, by means of lugs 58 against which they rest.

'5959 are handles affixed to the locking members 50. the lower ends of which form the projections under the latch 49.

In the wiring diagram, Fig. 3. and designate mains from a suitable source of electrical supply. 60 is a reversing switch and 61 the armature of motor 13. The shunt field winding of the motor is designated by 62. and 63 is a resistance in this shunt field circuit. 64 and 65 are contacts which are suitably connected at opposite sides of the resistance 63. 45 designates the lever of which one end is bifurcated and is c nnected with the governor rods 37 and 44.

This lever is pivoted at 66 and the contact- 64 is mounted on the inner end thereof.

Before describing the modification which is illustrated in Fig. 6, I will point out the operation of the embodiment of my invention which I have already described. It has already been shown that the governor is driven by the car and that it has a tendency to lift rod 37 which is opposed by the weight 38. The parts are so designed and the weight 38 so proportioned that at the desired maximum speed of the car the rod will not be raised a substantial amount, but

when the speed of the car exceeds this desired maximum, the centrifugal effect of the governor will be sufi icient to raise the rod 37 and weight 38 until this weight strikes the extension 41 of weight 40. This upward movement will be checked and unless the speed of the car is greatly above its normal maximum, will be arrested. When the rod 37 has been raised in this manner, it will pull up one end of lever 45 and depress the inner end thereof. This will move contact 64 down onto contact 65 to short circuit the field resistance'63 thusreducing the speed of the motor and of the car. This of course should cause rod 37 to drop. back again and restore the parts to their initial positions. But if the speed of the car is greater, or if for any reason it continues to increase even after weight 38 has been raised, the increased centrifugal force will cause the rod 37 to move further upward, the weight 38 picking up and raising the other weight 40. This further upward movement will cause the lever-45 to engage the washer under the upper nut- 47 on rod 44 and to push the latter upward. This in turn swings the latch 49 out ofits holding position and allows the locking members 50 to drop. The brake shoes 52 will thus be thrown against the two parts of the governor rope 16 and will'engage whichever one of these parts is moving down at the time, forcing it against the fixed abutment The resiliency of spring 56 will pre ent the shoe fr m injuring the rope, but the latter although permitted to stituted for that shown in Figs. 4 and 5.

In this Fig. 6 the locking members are shown in the positions which they assume when they are holding the governor rope 16. 70 designates catches ivoted at 71 inthe governor frame 32. The inner ends of;

these catches are arranged to be engaged by the latch 49 and their outer ends actassupports for springs 72 which are connected with and serve the purpose of holding up levers 73, the inner ends of which are pivotally supported by pins 74 in pockets 54 and the outer ends of which support the brake shoes 75. 76 designates a pair of heavy levers which are pivoted at 71 and from which the catche 70 project. These are Preferably divided to straddle the governor rope l6 and are arranged to pivotally support brake-shoes 77 on the opposite sides of the ropes from and facing brake-shoes 75. When levers 76 are raised the springs 72 also raise and support levers 73, and the catches when under latch 49 serve to maintain the parts in their raised positions with the brake shoes free from the governor rope. But when the latch is released the parts are allowed to drop into the positions in which they are shown in the drawing and it is evident that the part of the rope which is moving downward will be locked. The brake-shoes can drop no farther than shown for they abut against the governor frame. It may be seen also that the inner brakeshoes 75 are not held rigidly but are pressed outward by the spring 56. This prevents injury to the governor rope and permits a slight amount of slipping. The other parts of the operation are similar to those described in conjunction with the other figures.

What I claim is:

1. In an elevator, at car, a speed controlling device for the car, other means for stopping the movement of the car, a governor arranged to be driven at speeds proportional to those of the car, a member arranged to be moved by the governor, a device for opposing the movement of said member, said speed controlling device being connected with and arranged to be actuated bv said member when it is moved by the governor against said opposing device, to retard the speed of the car, a second device acting in conjunction with the first for opposing further movement of the member, and connections between said member and the car stopping means for causing said car stopping means to be actuated when further movement is imparted to the member against the action of both opposing devices.

2. In an elevator, a motor, a speed controlling device therefor, a car, a safety device thereon, and a governor driven by the car; said governor comprising a centrifugally controlled member, a device for opposing the action of said member, means for actuating the. speed controlling device when the eifect of said opposing device is overcome to retard the speed of the car, another device for materially increasing the opposition to further action of said member, and means for actuating the car safety device when said increased opposition is overcome.

8. In an elevator, a car, a speed controlling device therefor, a safety device on the car, a governor arranged to be driven at speeds proportional to those of the car, a member arranged to be raised by the governor, a weight thereon, said speed controlling device being connected with and arranged to be actuated by said member when it is moved by the governor against the effect of said weight to retard the speed of thecar, a second weight supported above said first weight for opposing further movement of the member, and connections between said member and the car safety device for causing said car safety device to be actuated when further movement is imparted to the member against the effect of said second weight.

4. In combination with an elevator, an electric motor having a shunt field winding, a resistance in said shunt field winding, a switch for short circuiting said resistance, a car, a safety device thereon, and a governor driven by the car; said governor comprising a pair of pivotally supported fiy-balls, a vertical rod associated therewith and arranged to be raised by the movement imparted to said balls by centrifugal force, a weight secured to said rod to oppose said upward movement, means for actuating said switch when the eifect of said weight is overcome, a second weight loosely supported about said secured weight and arranged to arrest the movement of said rod at predetermined gove'rnor speeds and to be picked up by the first weight when the governor speed exceeds a certain limit, and means for actuating the car safety device when the effect of both of said devices is overcome by the centrifugal effect on said balls.

In witness whereof, I have hereunto set my hand this 23rd day of April, 1912.

ANDREW M. COYLE.

Witnesses:

NORMAN J. TAYLOR, C. S. BURNHAM.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

